EP2741946B1 - Emergency brake device for a rail vehicle, brake system for a rail vehicle, and rail vehicle - Google Patents

Description

The present invention relates to an emergency brake device for a rail vehicle with an emergency brake control valve device according to the preamble of claim 1, a brake system for a rail vehicle and a corresponding rail vehicle. A generic emergency brake device is from the DE 10 2008 012 700 B3 previously known.

In modern rail vehicles pneumatic brake devices are often used, which are controlled by electronic brake control devices. To ensure that emergency braking can be carried out even with failed electronics, an additional pneumatic fallback level is usually provided. In particular, an emergency brake device should ensure that a minimum emergency brake control pressure is available for actuating brake actuators of the pneumatic brake system. In an emergency braking, however, there is an increased risk that is braked so much that the applied braking force can no longer be absorbed via the frictional contact between the wheel and rail. This can lead to a locking of the wheels. In addition, an emergency braking often leads to jerky behavior of the rail vehicle, which in particular standing passengers can be endangered.

It is therefore an object of the present invention to improve the braking performance of a rail vehicle during emergency braking.

This object is solved by the features of the independent claims.

Further advantageous embodiments and modifications of the invention will become apparent from the dependent claims.

In the context of this description, a rail vehicle can record one or more cars with or without its own drive and / or a towing vehicle in any combination. In particular, a rail vehicle may have railcars. A pneumatic braking device may have pneumatically and electrically actuated components. It is conceivable that a pneumatic or electropneumatic brake device has in particular electrically controllable valves such as solenoid valves or electrically controllable pilot valves. A pneumatic braking device may in particular comprise one or more pneumatically actuatable actuators or force generators, for example pneumatic cylinders. Such actuators may be designed to actuate Reibbremselemente one or more Reibbremseinrichtungen. A Reibbremseinrichtung may, for example, as friction elements have one or more brake discs and associated brake shoes with brake pad, which can be brought by an actuator via a brake caliper in frictional contact with an associated brake disc. The friction brake device can also be designed as a block brake device, in which a block with a brake pad can be brought by an actuator into frictional contact with a running surface of a wheel to be braked.

According to the invention, an emergency brake device is provided for a rail vehicle with an emergency brake control valve device, which is able to provide an emergency brake control pressure to a pneumatic brake device of the rail vehicle. The emergency brake device furthermore has an emergency brake pressure setting device, which is capable of setting the emergency brake control pressure provided to the pneumatic brake device as a function of at least one load value of the rail vehicle and a speed value of the rail vehicle. Thus, even during emergency braking a blocking of the wheels can be avoided and a smooth braking done. The emergency brake device can in particular during emergency braking or emergency braking provide an emergency brake control pressure. The pneumatic brake device may be configured to convert the emergency brake control pressure into an emergency brake pressure effective during braking for actuation of brake actuators. Such an electropneumatic brake device may be, for example, a direct or indirect brake device. It may be provided that the emergency brake device is able to provide a prescribed minimum emergency brake control pressure. The emergency brake device may be designed to provide a fallback level for an electropneumatic brake device. The Notbremssteuerdruckeinstelleinrichtung may be formed separately from the Notbremssteuerventileinrichtung. It is also conceivable to design the emergency brake control pressure setting device together with the emergency brake control valve device, for example as a common emergency brake module. In this case, the emergency brake control valve device and the Notbremssteuerdruckeinstelleinrichtung can be arranged in a common housing or on a common housing. It can be provided that the emergency brake control valve device is designed as a pneumatic or electropneumatic control valve device. The emergency brake control pressure may be a brake control pressure supplied to a power amplifier or pressure booster to be translated into an emergency brake pressure provided to brake actuators. The speed value may in particular correspond to the travel speed of the rail vehicle. It is conceivable that the speed value is determined based on data from wheel speed sensors or other suitable speed sensors, for example based on GPS signals, radar signals and / or optical signals. In particular, it is expedient if the speed value is a current speed value of the rail vehicle. The at least one load value of the rail vehicle may in particular correspond to a load of one or more axles of the rail vehicle assigned to the pneumatic brake device. The at least one load value may, for example, be determinable based on a load pressure in one or more air bellows mounted in the vicinity of the axle. The emergency brake control pressure adjusting device may be connected downstream of the emergency brake control valve device to adjust a pressure provided in the emergency brake control valve device to the emergency brake control pressure. It is also conceivable the emergency brake control pressure setting device acts directly on the emergency brake control valve device to adjust the emergency brake control pressure so that the emergency brake control pressure provided to the pneumatic brake device corresponds to the brake control pressure provided by the emergency brake control valve device. The emergency brake device may be integrated in a brake system, which may comprise, for example, a main control valve device for providing a brake control pressure and / or brake pressure. Such a main control valve device can be controlled by an electronic control device, such as by a brake computer. The main control valve device may be pneumatically controllable by the emergency brake control pressure to provide an emergency brake pressure. An emergency brake pressure can be adjustable in accordance with the emergency brake control pressure by the main control valve device. It is conceivable that the main control valve device comprises a pressure converter, which is able to convert a control pressure into a brake pressure. In particular, the main control valve device and the pressure converter can be arranged in or on a common housing.

It is envisaged that the emergency brake control pressure adjusting means is able to adjust the emergency brake control pressure in consideration of a change with time of the speed value. In particular, a continuous and / or continuous and / or dynamic adjustment of the emergency brake control pressure can be effected as a function of a changing speed value and / or in response to changes in the speed value. It can be provided that the setting of the emergency brake control pressure as a function of the speed value follows the time profile of the speed value over a predetermined interval. The interval may be selected to connect two speed ranges with different, substantially constant brake pressures. In the interval, a steady and / or soft transition of the brake pressure between these speed ranges can be adjusted by the Notbremssteuerdruckeinstelleinrichtung. It is advantageous that the setting of the emergency brake control pressure as a function of at least over a subarea of the speed profile, for example in the interval from the time-varying speed value of the change in the speed value dynamically and / or continuously and / or directly follows.

It can be provided that the Notbremssteuerdruckeinstelleinrichtung has a pressure rocker for adjusting the Notbremssteuerdrucks. The pressure rocker may be supplied with appropriate control pressures to adjust an emergency brake control pressure provided by the emergency brake control valve in response to the load value and the speed value. Thus, a desired emergency brake control pressure can be adjusted in a simple manner.

In a development, it can be provided that the emergency brake control pressure setting device is supplied or can be supplied with a load pressure corresponding to the at least one load value for setting the emergency brake control pressure. The load pressure can be supplied as a control pressure of a pressure rocker or be fed. In this way, the emergency brake control pressure can be adjusted pneumatically.

It is conceivable that the Notbremssteuerdruckeinstelleinrichtung is supplied to the speed value corresponding pressure value for setting the Notbremssteuerdrucks or can be fed. For this purpose, for example, an electropneumatic valve device can be provided, which is able to convert an electrical signal corresponding to the speed value into a corresponding pneumatic pressure, which can be fed to the emergency brake control pressure setting device. Alternatively, it may be provided that the Notbremssteuerdruckeinstelleinrichtung is adapted to perform the setting of the Notbremssteuerdrucks electromagnetically. By way of example, an electromagnet, such as a coil device, can be provided, which is capable of influencing the emergency brake control pressure setting device in a suitable manner by means of a value-based energization in order to achieve the desired setting. For example, a pressure compensator of the adjusting device can be controlled accordingly by such an electromagnet according to a speed value. For electromagnetic control, a suitable control device may be provided.

It may further be provided that the emergency brake device has an electronic control device which is able to control the emergency brake control valve device. Activation by an electronic control device may generally include selectively powering and / or powering electropneumatic elements, such as one or more solenoid valves. Thus, the emergency brake control valve device can be controlled in the desired manner and it can be a reliable and easy control of the Notbremssteuerventileinrichtung reach.

In a further development, the electronic control device can be designed such that it is able to control the emergency brake control valve device for providing an emergency brake control pressure based on the speed value and the load value. Thus, the electronic control device may be formed as Notbremssteuerdruckeinstelleinrichtung. It can be dispensed with the supply of pneumatic control pressures corresponding to the load value and / or the speed value. It is expedient that the emergency brake control valve device is designed such that it is able to provide an emergency brake control pressure even in the event of a failure of the electronic control device and / or a brake control device.

Conveniently, the electronic control device can be connected or connectable to an electronic brake control device. By such a connection, data signals can be exchanged between the electronic control device of the emergency brake device and the separately formed electronic brake control device. The electronic control device of the emergency brake device and the electronic brake control device can be designed as independently operable components, which can be supplied in particular independently of each other with power. In general, an electronic brake control device may be provided, which is able to control the emergency brake control valve device and a main control valve device, the latter for providing a brake pressure and / or a brake control pressure is formed in normal operation. According to a variant, the electronic brake control device is designed to carry out a plausibility check of the intended by the electronic control device setting the emergency brake control pressure in the case of an intended operation or control of Notbremssteuerventileinrichtung by the electronic control device of the emergency brake. It can be provided that the electronic brake control device is able to prohibit activation of the emergency brake control valve device by the electronic control device of the emergency brake device if the plausibility check has revealed that actuation is not plausible.

Furthermore, a brake system for a rail vehicle with an emergency brake device described herein is provided. In addition to an electronic control device or emergency brake device, the brake system may have an electronic brake control device and / or an anti-slip computer. Anti-skid computer, electronic control device of the emergency brake device and electronic brake control devices can be configured as control devices which can be operated separately from one another and which can be supplied with power, in particular independently of one another. It can be provided that an anti-slip computer, the electronic brake control device and the electronic control device of the emergency brake device engage at different levels in the compressed air supply of the pneumatic braking device. In particular, for example, the anti-skid computer may be provided for the control of drain valves, which are each associated with a pneumatically actuated actuator. About such a drain valve, for example, at the risk of blocking a wheel of the associated actuator supplied pressure can be reduced. In general, it can be provided that an emergency braking device is integrated in a brake system. The emergency brake device may have a selector valve. The selector valve can have two inputs and one output. It may be designed to connect those of its inputs to its output, to which the higher pressure is applied. It can be provided that at the one input of the selector valve provided by a Notbremssteuerventileinrichtung control pressure is applied. At the other input, a control pressure provided by a main control valve device or by a further valve device may be present. The further valve device may be a pressure relief valve device, which provides a Mindestnotbremssteuerdruck, which must not be exceeded in an emergency braking. In this case, the pressure limiting valve device can limit a high pressure present in a compressed air reservoir to the minimum emergency brake control pressure. The provided minimum emergency brake control pressure may be substantially constant. In particular, it can be provided that the Mindestnotbremssteuerdruck not electronically controlled, but is provided purely pneumatically. It is conceivable that the emergency brake device has an emergency brake valve device which can be controlled by a train driver. The emergency brake valve device may be designed to interrupt a connection between a pressure relief valve device and a selector valve in a first shift position when no emergency braking is to be performed. In a second switching position of the emergency brake valve device, when emergency braking is to be performed, it can be provided that the emergency brake valve device opens a pneumatic connection between an input of the selector valve and the pressure limiting valve device. Thus, in the second switching position, a pressure from the pressure limiting valve device abut the selector valve. An emergency brake valve device may have a first and a second input and an output. It can be provided that the emergency brake valve device has a selection function and is able to connect those of its inputs to the output, to which the higher pressure is applied. It can be provided that the output of the emergency brake valve device is connected to an input of a selector valve. An input of the emergency brake valve device may be connected to a pressure relief valve device. Another input may be connected to a main control valve device. Thus, in each case the highest of the control pressures provided by a main control valve device and / or a pressure limiting valve device and / or an emergency brake control valve device can be output via the selector valve as an emergency brake control pressure in order to generate a corresponding emergency brake pressure.

In addition, a rail vehicle is provided with an emergency brake device and / or a brake system described herein.

Figur 1

Beispiele für den Verlauf eines Bremsdrucks für eine pneumatische Bremseinrichtung eines Schienenfahrzeugs bei unterschiedlichen Lastwerten;

Figur 2

schematisch eine Notbremseinrichtung;

Figur 3

schematisch eine weitere Notbremseinrichtung;

Figur 4

eine weitere Notbremseinrichtung;

Figur 5

schematisch eine weitere Variante einer Notbremseinrichtung; und

Figur 6

schematisch noch eine weitere Variante einer Notbremseinrichtung.

Show it:

FIG. 1

Examples of the course of a brake pressure for a pneumatic braking device of a rail vehicle at different load values;

FIG. 2

schematically an emergency braking device;

FIG. 3

schematically another emergency braking device;

FIG. 4

another emergency brake device;

FIG. 5

schematically a further variant of an emergency braking device; and

FIG. 6

schematically yet another variant of an emergency braking device.

FIG. 1 shows various courses of emergency brake pressures c as a function of the load value T and the travel speed v of a rail vehicle. Shown are three curves I, II and III at different load values. An emergency brake pressure depends in each case essentially linearly on an emergency brake control pressure, so that it is possible to directly deduce the required control pressures from the brake pressures.

In general, at a higher load value via the wheel-rail contact, a higher degree of force can be absorbed for braking the vehicle, since then the vehicle is pressed by its weight more firmly onto the rail. In other words, the adhesion coefficient, which defines the amount of force transferable from the wheel to the rail, is greater at a higher load value than at a smaller load value. Thus, at higher load, a greater braking force and a greater brake pressure can be applied without blocking the wheels. Correspondingly, the curve I represents a low load value, the curve II an average load value and the curve III a high load value. In general, the load on a rail vehicle or an axle of the rail vehicle does not change significantly during operation. Although dynamic effects can cause variations in the load pressure signal, for example vibrations in the air bellows generated during the acceleration or deceleration of the rail vehicle, these have on average no effect on the load on the vehicle. The actual load value essentially affects the position of each curve, especially as regards the starting value of the brake pressure at the highest speed shown. In general, each curve can be divided into four areas A, B, C and D. In region D, which corresponds to high speeds, essentially a constant emergency brake pressure is provided. The area D is usually above 200 km / h. At high speeds there is a low adhesion coefficient. Therefore, according to the brake pressure in the curve is quite low. In area B, at significantly lower speeds and correspondingly higher adhesion coefficient, a substantially higher brake pressure is also essentially applied. At very low speeds, in the range A, the brake pressure is generally lowered until the vehicle is at a standstill. The emergency braking devices described are capable of in the FIG. 1 to drive shown area C, which is usually not present. Instead of juxtaposing the regions B and D in such a way that a jump in the brake pressure results when a certain speed is reached, which is usually about 200 km / h, the transition region C is provided. This provides a smooth curve, which connects the areas D and B with each other, without a discontinuity or a jump in the brake pressure curve course occurs. In this area, the emergency brake control pressure and thus the associated brake pressure is set in direct dependence on a speed value of the rail vehicle. In particular, in this area, the set emergency brake control pressure changes continuously with the change in speed, resulting in a steady curve.

FIG. 2 schematically shows an emergency brake device 10. The emergency brake device 10 has an Notbremsdruckeinstelleinrichtung 12 and an emergency brake control valve device 14. The emergency brake control valve device 14 can be connected to a main air line, not shown. Further, the emergency brake control valve device 14 is connected to a unit pressure converter 16 which is capable of converting an applied control pressure such as an emergency brake control pressure to a brake pressure. In FIG. 2 Furthermore, a main control valve device 18 is shown, via which in a normal operation, for example in a normal service braking, a control pressure C _V can be provided. The unit pressure converter 16 can convert the control pressure into a corresponding brake pressure. The main control valve device 18 may be controllable by an electronic brake control device (not shown). In the case of emergency braking, however, the emergency brake device is actuated in this example so that, if appropriate, the main control valve device 18 is bypassed. For clarity, in this example, connection lines between the main control valve device 18 and the unit pressure converter 16 are not shown. In a variant, the emergency brake control valve device 10 may be connected between the unit pressure converter 16 and the main control valve device 18. It should be noted that, of course, instead of a unit pressure converter, it is also possible to use a pressure booster which not only transfers an applied control pressure to a larger volume, but also increases it.

In the in FIG. 2 In the variant shown, the control valve device 14 of the emergency brake device is actuated by a pressure drop in the main air line in order to initiate emergency braking. Accordingly, the control valve device 14 provides an emergency brake control pressure, which is forwarded to the unit pressure converter 16. This brake control pressure is modified by a pneumatic load control pressure provided by the pressure adjuster 12. For this purpose, a pneumatic load pressure signal T _{mod is applied} to the control valve device 14. By means of suitable pneumatic components, the control valve device 14 sets the control pressure output by it according to the modified load pressure signal T _mod . In this example, the pressure adjusting device 12 is configured such that It is able to receive a pneumatic load pressure signal which indicates a load value of the rail vehicle or an associated axle. This signal can originate, for example, from an air bellows. Further, the pressure adjusting device 12 is supplied with a speed signal. This signal can be an electrical or pneumatic signal. The pressure adjusting device 12 shown in this example is designed such that it is able to apply a variable load pressure signal T _mod to the control valve device 14. This load pressure signal T _mod is set in dependence on the speed. The adjustment can be pneumatic or electropneumatic. In this example, it is provided that the pressure adjustment device 12 has a pressure rocker, which is able to pneumatically generate a corresponding modified load pressure signal. It is envisaged that at high speeds, when experience has shown that the adhesion coefficient between wheel and rail is lower than at lower speed, the modified load pressure value T _{mod is set} lower than at lower speeds. Thus, the control valve device 14 is provided with a "virtual" load value signal indicating a lower load value than the actual load would expect. Accordingly, a lower brake control pressure and thus a lower brake pressure for braking are provided. It can be provided, in particular, that such a modification of the load pressure signal T _{mod is} undertaken within a predetermined speed range which connects two extreme values for the brake control pressure and / or regions with substantially constant brake pressures, such as the range C in FIG. 1 shows. The emergency brake control valve device 14 and the emergency brake pressure adjusting device 12 together form an emergency brake device.

FIG. 3 shows a pneumatic braking device 10 for a rail vehicle with an emergency braking device. The braking device 10 has an electronic antiskid control device or an antiskid computer 52. Furthermore, an electronic brake control device 53 and an electronic control device 54 of an emergency brake device are provided. The anti-skid computer 52 is provided with one or more dump valves 56 for providing an anti-skid function connected. For this purpose, the discharge valves are arranged in the compressed air circuit behind a unit pressure converter 16, which provides the brake pressure for pneumatic actuators, not shown. By the discharge valves 56, the voltage applied to certain actuators brake pressure can be reduced in accordance with the Gleitschutzrechners 52. Further, as in FIG. 2 a main control valve device 18 is provided, which is able to provide a brake control pressure for the unit pressure converter 16. The main control valve device 18 is controllable by the electronic brake control device 53 to provide a desired brake control pressure C _v . Optionally, the electronic brake control device 53 may be designed to control the discharge valves 56. For this purpose, the brake control device 53 may be connected directly or indirectly to the valves 56. An indirect connection can be made for example via the anti-skid computer 52. The control device 54 is provided to control the control valve device 14 of the emergency brake device as a function of load and speed and can be regarded as part of the emergency brake device. Accordingly, the control valve device 14 is formed in this case as an electropneumatic device which is electrically controlled by the electronic control device 54. The control valve device 14 of the emergency brake device is designed to provide an emergency brake control pressure in accordance with the control device 54. This emergency brake control pressure is set by the controller 54 based on load value data T and a speed value v. In this example, it is provided that the electronic brake control device 53, one or more load value data comprehensive load signals are supplied to receive the brake control device 53 is formed. This thus available data T transmits the electronic brake control device 53 to the control device 54 of the emergency brake device, which is designed to receive them. The control device 54 may be formed in a structural unit with the control valve device 14 of the emergency brake device. In this example, the in FIG. 2 shown pneumatic Druckeinstelleinrichtung 12 of the emergency brake, whose task is taken over by the electronic control device 54, which thus acts as a pressure adjustment. The emergency braking device of FIG. 3 therefore includes the electronic control device 54 and the control valve device 14. To fulfill its Anti-skid function, the anti-skid computer 52 has speed data of the rail vehicle, in particular with respect to the speed of travel. For this purpose, the anti-skid computer 52 can determine the vehicle speed, for example from data from wheel speed sensors. In this example, speed data v is transmitted from the anti-skid computer 52 to the electronic controller 54 of the emergency brake device 10, which is capable of receiving this information. Thus, the electronic control device 54 of the emergency brake device 10 already existing data v, T use. It is understood that the electronic controller 54 may be suitably connected to other sensors and / or controllers to receive the load values T and travel speed values v used to drive the control valve means 14. In general, a control device 54 may be designed to control a predefined fallback emergency brake pressure in the event of failure of the transmission of speed data v and / or load value data T.

FIG. 4 schematically shows a variant of in FIG. 3 In this example, the control devices, namely the anti-skid computer 52, the electronic brake control device 53 and the control device 54 of the emergency brake device are arranged in a common structural unit, for example a common housing or in firmly interconnected housings. Conveniently, the controllers are operable separately to prevent simultaneous failure of multiple controllers.

FIG. 5 shows a further variant of a braking device with an emergency braking device, which essentially the same components as in FIG. 4 has shown variant. In the example of FIG. 5 a data transmission connection is provided between the electronic brake control device 53 and the control device 54 of the emergency brake device. For example, control commands and information about the vehicle or braking state can be transmitted via this connection. Moreover, in this example, the electronic control device 54 is supplied with a load value signal from the outside, for example by a suitable load value sensor. In addition, a transmission of load value data T may be provided by the brake control device 53, which may serve, for example, for plausibility checking and / or for providing a redundancy level. In the case of emergency braking, the electronic brake control device 53 can carry out a plausibility check of the emergency braking provided by the control device 54 via the data transmission connection. In particular, the electronic brake controller 53 may be configured to receive and process load value data so as to generate additional redundancy. For example, the brake controller 53 may be connected to a suitable load value sensor that provides signals that are independent of signals supplied by the controller 54. If the electronic brake control device 53 determines that the emergency braking provided by the control device 54 is not plausible, for example because it does not fulfill certain predefined plausibility criteria, the electronic brake control device 53 can prohibit or prevent control of the control valve device 14 by the control device 54. In this case, a purely pneumatic emergency braking may be performed, in which the brake pressure may not be controlled directly as a function of the speed. It can be provided that the electronic brake control device 53 is designed and connected to control the control device 14 of the emergency brake device. Thus, when the electronic brake control device 53 prohibits activation of the control valve device 14 by the control device 54 of the emergency brake device 10, the electronic brake control device 53 can instead control the control valve device 14 itself. For this purpose, it may be expedient that the electronic brake control device 53 is likewise designed to receive travel speed data which may be provided to it, for example via suitable sensors, a higher-level control device or by the antiskid computer 52. However, it is also conceivable that the electronic brake control device 53 is able to actuate the control valve device 14 in the event of an emergency brake bypassing the electronic control device 54 independent of load value and / or speed, in order to provide a fallback level with a defined emergency brake control pressure or emergency brake pressure. In case of failure of the brake control device 53 and the controller 54, a pneumatic emergency braking can be performed.

FIG. 6 schematically shows a further braking device 10. Compared to in the FIG. 5 shown braking device provides this variant an additional pneumatically controllable fallback level. In the example, the anti-skid computer 52 and the electronic brake control device 53 are combined in one unit. The control device 54 of the emergency brake device is designed as a separate control device. A pressure relief valve device 62 is provided which applies an emergency brake valve device 64 with a minimum pressure C _min provided for emergency braking. For this purpose, the pressure relief valve device 62 may be connected to a pressure reservoir whose accumulator pressure reduces it to the minimum pressure to the emergency brake valve device 64 can create. The emergency brake valve device 64 can for example be controlled directly by a train driver. One input of the emergency brake valve device 64 is connected to the pressure relief valve device 62 and another input is connected to the main control valve device 18. An output of the emergency brake valve device 64 is connected to a selector valve 66, which in this example may be a double check valve. It is conceivable that the emergency brake valve device 64 is designed as a 3/2 way valve. In a normal operating situation, the emergency brake valve device 64 is switched such that a connection of the output of the emergency brake valve device 64 to the pressure limiting valve 62 is shut off. The selector valve 66 has two inputs and one output. The output of the selector valve 66 is connected to a unit pressure converter 16 or a pressure booster, which is able to convert a pressure applied to the outlet of the selector valve 66 into a brake pressure. The selector valve 66 is designed to connect the output to those of its inputs to which the higher pressure is applied. In a normal operating situation, that is to say when, for example, a service brake is applied, the main control valve device 18, in accordance with the electronic brake control device 53, provides a brake control pressure which is applied via the emergency brake valve device 64 to the one input of the selector valve 66. In this case, by the emergency brake valve device 64 the connection between the selector valve device 66 and the pressure relief valve 62 is blocked. The connected to the output of the control valve device 14 of the emergency braking device output of the selector valve 66 is not pressurized in this case, since neither the control device 54 of the emergency brake device nor the electronic brake control device 53, the control valve device 14 is driven to provide an emergency brake control pressure. Therefore, in this case, normal service braking is performed in accordance with the brake control pressure supplied to the unit pressure converter 20 via the selector valve 66. In emergency braking, the emergency brake valve device 64 is switched to a passage position in which the pressure limiting valve 62 is connected to the selector valve device 66. Optionally, the electronic brake control device 53 may actuate emergency braking via the main control valve device 18, for example providing a brake control pressure C _v . It may be provided that the emergency brake valve device 64 has an additional selector valve function, which forwards the higher of the pressures C _v and C _min to the input of the selector valve 66. In this case, at this input of the selector valve 66 is the higher of the two pressures from this branch of the braking device. For example, if the electronic brake control device 53 has failed or if no emergency brake control is provided by the brake control device 53, the pressure C _min provided by the pressure limiting valve 62 is present at the selector valve 66. On the other hand, as related to FIG. 5 described, the control valve device 14 is driven either by the controller 54 or by the electronic brake control device 53 to generate an emergency brake control pressure. This is applied to the second input of the selector valve 66. The selector valve 66 will adjust to forward the highest applied pressure to the unitary pressure converter 16. Thus, in this variant, in each case the highest applied control pressure for the braking effect. This results in particular in that there are up to three different control pressures which can be provided via the main control valve device 18, the pressure limiting valve 62 and the control valve device 14 of the emergency brake device 10. The variant described ensures that the highest control pressure becomes effective. Should one or even two of the control pressure delivery systems fail, still a third pressure can be provided. Thus, in this example, two fallback levels result for providing control pressures during emergency braking. In particular, it is ensured that a minimum emergency brake pressure is provided even in the event of failure of the electronic control devices 52, 53 and 54 in a pneumatic manner via the pressure limiting device 62. The pressure relief valve device 62, the selector valve 66 and the emergency brake valve device 64 may be considered part of the emergency brake device.

The features of the invention disclosed in the foregoing description, in the drawings and in the claims may be essential to the realization of the invention both individually and in any combination.

LIST OF REFERENCE NUMBERS

10

braking means

12

pressure adjustment

14

Control valve means

16

Unit pressure converter

18

Main control valve device

52

Gleitschutzrechner

53

electronic brake control device

54

electronic control device

56

drain valve

62

Pressure relief valve means

64

Notbremsventileinrichtung

66

selector valve

Claims (9)

1. Emergency brake device for a rail vehicle, comprising:

   an emergency brake control valve device (14) which can provide an emergency brake control pressure to a pneumatic brake device of the rail vehicle; and

   an emergency brake adjustment device (12, 54) which can the emergency brake control pressure, which is provided to the pneumatic brake device, as a function of at least one load value of the rail vehicle; characterized in that the emergency brake pressure adjustment device (12, 54) can adjust the emergency brake control pressure as a function of a speed value of the rail vehicle and taking into account a change in the speed value over time.
2. Emergency brake device according to Claim 1, wherein the emergency brake pressure adjustment device (12) has a pressure rocker for adjusting the emergency brake control pressure.
3. Emergency brake device according to Claim 1 or 2 wherein a load pressure which corresponds to the at least one load value is supplied or can be supplied to the emergency brake pressure adjustment device (12) in order to adjust the emergency brake control pressure.
4. Emergency brake device according to one of the preceding claims, wherein a pressure which corresponds to the speed value is supplied or can be supplied to the emergency brake pressure adjustment device (12) in order to adjust the emergency brake control pressure.
5. Emergency brake device according to one of the preceding claims, further comprising an electronic control device (54) which can actuate the emergency brake control valve device (14).
6. Emergency brake device according to Claim 5, wherein the electronic control device (54) is designed to actuate the emergency brake control valve device (14) based on the speed value and/or the at least one load value in order to provide an emergency brake control pressure.
7. Emergency brake device according to Claim 5 or 6, wherein the electronic control device (54) is connected or can be connected to an electronic brake control device (53).
8. Brake system for a rail vehicle comprising an emergency brake device according to one of Claims 1 to 7.
9. Rail vehicle comprising an emergency brake device according to one of Claims 1 to 8 and/or a brake system according to Claim 8.

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